US9248912B2 - Method and system for emergency ventilation of an aircraft cabin - Google Patents
Method and system for emergency ventilation of an aircraft cabin Download PDFInfo
- Publication number
- US9248912B2 US9248912B2 US13/127,803 US200913127803A US9248912B2 US 9248912 B2 US9248912 B2 US 9248912B2 US 200913127803 A US200913127803 A US 200913127803A US 9248912 B2 US9248912 B2 US 9248912B2
- Authority
- US
- United States
- Prior art keywords
- aircraft
- valve
- air
- cabin
- fuselage area
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active, expires
Links
- 238000009423 ventilation Methods 0.000 title claims abstract description 60
- 238000000034 method Methods 0.000 title claims abstract description 30
- 238000004378 air conditioning Methods 0.000 claims abstract description 21
- 230000007257 malfunction Effects 0.000 claims description 14
- 238000001514 detection method Methods 0.000 claims description 9
- 238000013022 venting Methods 0.000 claims description 7
- 230000003134 recirculating effect Effects 0.000 claims 1
- 238000000926 separation method Methods 0.000 description 3
- 230000001154 acute effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
- B64D13/02—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being pressurised
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/50—On board measures aiming to increase energy efficiency
-
- Y02T50/56—
Definitions
- an aircraft air-conditioning system usually ensures a necessary air exchange and controls the cabin pressure and cabin temperature.
- the term aircraft cabin is to be understood here as all areas of the aircraft which are to be ventilated during normal operation of an aircraft, such as, for example, a cockpit, a passenger cabin, crew areas, and cargo compartments which are to be ventilated.
- two redundant air-conditioning units which are independent of one another and run in parallel are generally provided in order to supply the aircraft cabin with breathable air.
- These air-conditioning units process engine bleed air and then feed it as process air into a mixing chamber.
- the mixing chamber the process air is mixed with recirculation air which is drawn from the aircraft cabin by suitable recirculation fans.
- the mixed air produced in the mixing chamber is finally distributed in the aircraft cabin via an air distribution system.
- the cabin internal pressure is controlled by means of a cabin pressure control system which comprises controllable air outlet valves arranged in the fuselage of the aircraft.
- the air outlet valves of the cabin pressure control system are provided in the area of a skin of the aircraft fuselage. To control the cabin internal pressure, these air outlet valves are controlled in accordance with the pressure prevailing in the aircraft cabin and the flight status.
- a setting angle which these valves enclose with the skin is usually in a range between 0° and 90°. However, the air outlet valves are also drivable in such a way that their setting angle is greater than 90°.
- On the ground the air outlet valves are usually fully opened for cabin internal pressure reduction, i.e. their setting angle is 90°.
- the setting angle of the air outlet valves in their normal operation is usually less than 90°.
- An emergency ram-air inlet is an electrically driven, mechanical component and is therefore prone to faults. For reasons of redundancy, duplicate electrical drives of the emergency ram-air inlet must therefore be present.
- To control the emergency ram-air inlet it is necessary to provide a control device which comprises sensors or limit switches in order to detect a limit of travel of the emergency ram-air inlet.
- Known emergency ram-air inlets are in general manually driven. Consequently, a suitable switch must be present in the cockpit. All additionally required devices and components increase the weight of the aircraft and thus reduce its payload capacity.
- each electrical drive of an emergency ram-air inlet has to be supplied with current. This permanently increases the required generator capacity, although the emergency ram-air inlets are driven only very rarely.
- the invention is directed at the object of providing a fuel-saving, reliable method and system for emergency ventilation of an aircraft cabin.
- This object is achieved by a method described below and a system described below for emergency ventilation of an aircraft cabin.
- the method according to the invention comprises controlling a first valve, arranged in a first aircraft fuselage area and in its normal operation serving as an air outlet valve of an aircraft cabin pressure control system, such that air is supplied from the aircraft environment into the first aircraft fuselage area through the opened first valve and is conducted from the first aircraft fuselage area into the aircraft cabin.
- a second valve arranged in a second aircraft fuselage area spaced apart from the first aircraft fuselage area along a longitudinal axis of the aircraft and in its normal operation serving as an additional air outlet valve of the aircraft cabin pressure control system, is controlled such that air is conducted from the aircraft cabin into the second aircraft fuselage area and is discharged into the aircraft environment through the opened second valve.
- an emergency ventilation of the passenger cabin takes place.
- This emergency ventilation is based on the production of local positive pressure (ram pressure) at the first valve and of local negative pressure at the second valve.
- Air is discharged from the second aircraft fuselage area into the environment through the opened second valve.
- a negative pressure is thus produced in the second aircraft fuselage area which causes air to flow from the aircraft cabin into the second aircraft fuselage area.
- a negative pressure is also produced in the aircraft cabin which causes ram air supplied through the opened first valve to flow from the first aircraft fuselage area into the aircraft cabin.
- the air outlet valves of the aircraft cabin pressure control system are present in the aircraft anyway, so that no additional components are required for carrying out the emergency ventilation method according to the invention. The weight of the aircraft is thus not additionally increased. Since an additional control device can also be dispensed with, energy and therefore fuel is saved.
- the first and the second aircraft fuselage area can be arranged in an underfloor area of the aircraft and be spatially separated from one another. This spatial separation is effected, for example, via a centre wing box or else via a simple partition wall. The spatial separation prevents air supplied to the first aircraft fuselage area from flowing directly into the second aircraft fuselage area without leaving the underfloor area of the aircraft in the process. Furthermore, the first aircraft fuselage area can be arranged in a front fuselage area of the aircraft adjacent to an aircraft nose and the second aircraft fuselage area can be arranged in a rear fuselage area adjacent to a tail of the aircraft. The aircraft cabin can be arranged in an over-floor area of the aircraft.
- a plurality of valves serving in normal operation as air outlet valves and provided in the first aircraft fuselage area can also be employed in the emergency ventilation method according to the invention as ram-air inlet valves.
- a plurality of valves serving in normal operation as air outlet valves and provided in the second aircraft fuselage area can be used in the method according to the invention as emergency ventilation outlet valves.
- the air outlet valves of the cabin pressure control system which are arranged in the area of the skin of the aircraft, can be formed as valve flaps pivotable about an axis, the pivot axis thereof not being arranged in the area of an edge facing the aircraft nose.
- the pivot axes of the valve flaps preferably do not run parallel to the aircraft longitudinal axis.
- the pivot axis of the valve flap runs perpendicularly to the aircraft longitudinal axis, it being possible for the pivot axis to correspond to a valve flap centre axis or be arranged in another area of the valve opening.
- the pivot axis is arranged such that the opened valve flap serves as air resistance when the aircraft is flying. As a result, the air impinging on the opened valve flap is backed up. The ram pressure arising in this process assists the flow of ram air from the aircraft environment into the first aircraft fuselage area through the first valve.
- the ram air supplied into the first aircraft fuselage area through the first valve can be supplied from the first aircraft fuselage area to an air distribution system of the aircraft air-conditioning system. It is, however, also conceivable for the air to flow from the first aircraft fuselage area into the aircraft cabin directly through through-openings between the aircraft cabin and the first aircraft fuselage area.
- at least one recirculation fan and a mixing chamber of the aircraft air-conditioning system can be arranged in the first aircraft fuselage area.
- the at least one recirculation fan can be controlled during emergency ventilation operation such that it draws in air from the first aircraft fuselage area and supplies it to the mixing chamber.
- the air can be conveyed from the mixing chamber via the air distribution system into the aircraft cabin and thus supply the latter with the necessary breathable air.
- the recirculation fan thus assists the conveyance of air from the first aircraft fuselage area into the aircraft cabin. In the event of a fault of the recirculation fan, however, proper emergency ventilation is already guaranteed by the negative-pressure-driven emergency ventilation which has already
- the air can flow from the aircraft cabin via through-openings between the aircraft cabin and the second aircraft fuselage area into the second aircraft fuselage area and be discharged from there into the aircraft environment through the second valve. If the at least one recirculation fan in the first aircraft fuselage area is further away, along the aircraft longitudinal axis, from the aircraft nose than the first valve, a spatial separation between the first and second aircraft fuselage area can be dispensed with, since the operation of the recirculation fan produces a forced flow of the air from the first aircraft fuselage area into the aircraft cabin, and consequently a direct air flow from the first into the second aircraft fuselage area without passing through the cabin to be ventilated is at least largely prevented.
- an electronic control unit can detect, on the basis of signals supplied to the electronic control unit, a malfunction of a system which during normal operation ensures ventilation of the aircraft cabin and/or control of the cabin internal pressure. In response to the detection of such a malfunction, the electronic control unit can control the operation of the first and/or the second valve and/or the recirculation fan, for carrying out the method for emergency ventilation of the aircraft cabin.
- the electronic control unit can be, for example, a control unit which during normal operation controls the air outlet valves of the cabin pressure control system for controlling the cabin internal pressure.
- the electronic control unit can automatically control the operation of the first and/or second valve and/or the recirculation fan in response to the detection of a malfunction of the system which during normal operation ensures ventilation of the aircraft cabin, for carrying out the method for emergency ventilation of the aircraft cabin. That is to say the control and operation of the first and second valves serving during normal operation as air outlet valves switches over automatically from pressure-maintaining priority to emergency ventilation during the descent, without an intervention of a pilot being necessary. Owing to the automatic switch-over from pressure-maintaining priority to emergency ventilation, therefore, no additional switch needs to be provided in the cockpit. There is thus no danger either of switching over to emergency ventilation operation too late or not at all, owing to human error, because appropriate action of the pilot does not take place.
- the signals which are supplied to the electronic control unit and on the basis of which the automatic switch-over from pressure-maintaining priority to emergency ventilation takes place can be delivered by sensors and equipment connected to the control unit.
- the sensors can also serve for monitoring the operation of individual air-conditioning system components.
- the sensors can monitor, for example, the air generation units and/or components of the air distribution system, without which sufficient ventilation of the aircraft cabin is not possible, and in the event of a fault emit appropriate signals. The emergency ventilation operation can thus be initiated early, even during the descent.
- the present invention further relates to a system for emergency ventilation of an aircraft cabin.
- This system comprises a first valve arranged in a first aircraft fuselage area and a second valve arranged in a second aircraft fuselage area.
- the first and the second valve serve in their normal operation as air outlet valves of an aircraft cabin pressure control system.
- the first and the second aircraft fuselage area are spaced apart from one another along a longitudinal axis of the aircraft.
- the system comprises an electronic control unit which is adapted to control the first and the second valve in accordance with the emergency ventilation operation.
- the control of the valves takes place such that air is supplied from the aircraft environment into the first aircraft fuselage area through the opened first valve and is conducted from the first aircraft fuselage area into the aircraft cabin.
- the air from the aircraft cabin can be conducted on into the second aircraft fuselage area and be discharged into the aircraft environment through the opened second valve.
- the emergency ventilation method according to the invention is based on the control of components of the cabin pressure control system which are present in an aircraft anyway.
- the emergency ventilation system according to the invention comprises components of the cabin pressure control system.
- the system according to the invention consequently ensures emergency ventilation of the aircraft cabin without the need for additional components.
- the components of the cabin pressure control system have high reliability owing to their safety relevance, so that the emergency ventilation system according to the invention is also distinguished by high system reliability. Since components of the cabin pressure control system are resorted to, the weight of the aircraft is not additionally increased. Likewise, no additional electrical energy is required. Moreover, the installation expenditure on emergency ram-air inlets, their pipework and driving is completely eliminated.
- the electronic control unit can be adapted to control the first valve such that it is completely opened. Furthermore, it can be adapted to control the second valve such that it is at least partly opened.
- the electronic control unit of the emergency ventilation system can be adapted to control at least one recirculation fan of an aircraft air-conditioning system, which fan in its normal operation draws in air from the aircraft cabin and supplies it to a mixing chamber of an aircraft air-conditioning system, such that the recirculation fan draws air, supplied from the aircraft environment into the first aircraft fuselage area through the opened first valve, into the mixing chamber of the aircraft air-conditioning system and conveys it from the mixing chamber into the aircraft cabin.
- the electronic control unit can be adapted to detect, on the basis of signals supplied to the electronic control unit, a malfunction of a system for ventilation of the aircraft cabin, and in response to the detection of such a malfunction and the flight status to control the operation of the first and/or the second valve and/or the recirculation fan, for carrying out the method for emergency ventilation of the aircraft cabin.
- the electronic control unit of the emergency ventilation system can be adapted to automatically control the operation of the first and/or the second valve and/or the recirculation fan in response to the detection of a malfunction of a system for ventilation of the aircraft cabin, for carrying out the method for ventilation of the aircraft cabin.
- FIGURE shows an aircraft with air outlet valves of an aircraft cabin pressure control system which are controlled during emergency ventilation operation.
- An aircraft 10 illustrated in the FIGURE, comprises first valves 14 arranged in the area of its skin 12 and second valves 16 likewise arranged in the area of the aircraft skin 12 .
- the valves 14 , 16 serve as air outlet valves of a cabin pressure control system of the aircraft 10 in their normal operation.
- the first and second valves 14 , 16 are formed as valve flaps.
- the pivot axes 18 , 20 of the first and second valves 14 , 16 correspond to the valve flap centre axes and run perpendicularly to an aircraft longitudinal axis 22 .
- the first valves 14 are comprised in a first aircraft fuselage area 28 .
- the first aircraft fuselage area 28 is arranged in an underfloor area 30 of the aircraft 10 .
- a recirculation fan 32 and a mixing chamber 34 of an aircraft air-conditioning system are arranged in the first aircraft fuselage area 28 .
- the underfloor area 30 of the aircraft 10 further comprises a second aircraft fuselage area 38 . The latter is spaced apart from the first aircraft fuselage area 28 relative to the longitudinal axis 22 .
- the second aircraft fuselage area 38 is situated in a section of the underfloor area 30 adjacent to a tail 40 of the aircraft 10
- the first aircraft fuselage area 28 is situated in a section of the underfloor area 30 adjacent to the aircraft nose 26 .
- the first and the second aircraft fuselage area 28 , 38 are spatially separated from one another by a centre wing box 42 .
- the second valves 16 are arranged in an area of the skin 12 surrounding the second aircraft fuselage area 38 .
- a setting angle of the first valves 14 relative to the aircraft skin 12 is 90°.
- valve flap sections, protruding into the aircraft environment, of the opened first valves 14 form a resistance to the air of the aircraft environment.
- Ram air thus collects at the protruding valve flap sections of the first valves 14 and a local positive pressure arises.
- This air passes through inlet openings 24 , which are freed by the opened first valves 14 in their 90° open position relative to the longitudinal axis 22 of the aircraft 10 in the direction of an aircraft nose 26 , into a first aircraft fuselage area 28 .
- the recirculation fan 32 is controlled in such a way that the ram air supplied through the opened first valves 14 to the first aircraft fuselage area 28 is drawn in and supplied to the mixing chamber 34 .
- the air from the mixing chamber 34 is then distributed in an aircraft cabin 36 via an air distribution system.
- the air distributed in the aircraft cabin 36 flows via through-openings 44 , provided between the aircraft cabin and the underfloor area 30 , into the second aircraft fuselage area 38 .
- This negative pressure arises from the fact that during emergency ventilation operation the second valves 16 are at least partly opened and enclose an acute setting angle with the aircraft skin 12 , so that a local negative pressure arises and air passes from the second aircraft fuselage area 38 through the opened second valves 16 out into the aircraft environment.
- Emergency ventilation of the aircraft cabin 36 is thus effected by the first and second valves 14 , 16 , which during normal operation serve as air outlet valves of the cabin pressure control system of the aircraft 10 .
- the first and second valves 14 , 16 and the recirculation fan 32 are controlled by an electronic control unit 46 .
- the electronic control unit 46 receives, from sensors and equipment not shown in the FIGURE, signals which indicate a malfunction of the system which during normal operation of the aircraft ensures ventilation of the aircraft cabin 36 .
- the electronic control unit 46 controls the operation of the first and second valves 14 , 16 and the recirculation fan 32 in such a way that, as shown in the FIGURE, emergency ventilation of the aircraft cabin 36 takes place.
- the control of the emergency ventilation operation by the electronic control unit 46 takes place automatically, i.e. without an appropriate intervention or command of the pilot.
Landscapes
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Pulmonology (AREA)
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Ventilation (AREA)
- Air-Conditioning For Vehicles (AREA)
- Air Conditioning Control Device (AREA)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/127,803 US9248912B2 (en) | 2008-11-07 | 2009-10-26 | Method and system for emergency ventilation of an aircraft cabin |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11220908P | 2008-11-07 | 2008-11-07 | |
DE102008056417 | 2008-11-07 | ||
DE102008056417A DE102008056417B4 (de) | 2008-11-07 | 2008-11-07 | Verfahren und System zur Notbelüftung einer Flugzeugkabine |
DE102008056417.6 | 2008-11-07 | ||
US13/127,803 US9248912B2 (en) | 2008-11-07 | 2009-10-26 | Method and system for emergency ventilation of an aircraft cabin |
PCT/EP2009/007648 WO2010051920A2 (de) | 2008-11-07 | 2009-10-26 | Verfahren und system zur notbelüftung einer flugzeugkabine |
Publications (2)
Publication Number | Publication Date |
---|---|
US20110306285A1 US20110306285A1 (en) | 2011-12-15 |
US9248912B2 true US9248912B2 (en) | 2016-02-02 |
Family
ID=42114387
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/127,803 Active 2032-12-18 US9248912B2 (en) | 2008-11-07 | 2009-10-26 | Method and system for emergency ventilation of an aircraft cabin |
Country Status (9)
Country | Link |
---|---|
US (1) | US9248912B2 (de) |
EP (1) | EP2349837B1 (de) |
JP (1) | JP2012508135A (de) |
CN (1) | CN102209664B (de) |
BR (1) | BRPI0922107A2 (de) |
CA (1) | CA2742891A1 (de) |
DE (1) | DE102008056417B4 (de) |
RU (1) | RU2011121048A (de) |
WO (1) | WO2010051920A2 (de) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009010150B4 (de) | 2009-02-23 | 2013-09-19 | Airbus Operations Gmbh | System und Verfahren zur Notbelüftung einer Flugzeugkabine |
EP2740665B1 (de) | 2012-12-10 | 2017-02-08 | Airbus Operations GmbH | Verbessertes verfahren und system für notbelüftung und -bedruckung einer flugzeugkabine |
IL231727B (en) * | 2014-03-26 | 2018-10-31 | Israel Aerospace Ind Ltd | System and method for temperature control |
FR3021626B1 (fr) * | 2014-05-28 | 2017-12-22 | Airbus Operations Sas | Equipement de fuselage formant une porte d'acces et comprenant une vanne de regulation d'echappement d'air de pressurisation |
US10946969B2 (en) * | 2014-08-12 | 2021-03-16 | The Boeing Company | Split ventilation systems |
DE102016207149A1 (de) | 2016-04-27 | 2017-11-02 | Airbus Operations Gmbh | System und Verfahren zur Notbelüftung eines Flugzeugs |
EP3466810B1 (de) * | 2017-10-09 | 2022-07-13 | Airbus Operations GmbH | Seitenleitwerkeinheit zur strömungssteuerung |
EP3466811B1 (de) * | 2017-10-09 | 2023-06-21 | Airbus Operations GmbH | Vertikale leitwerkseinheit zur strömungssteuerung |
CN110588989B (zh) * | 2019-10-17 | 2022-05-31 | 中国商用飞机有限责任公司 | 飞机座舱低温预防系统和方法 |
Citations (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB534524A (en) | 1939-06-30 | 1941-03-10 | Gen Aircraft Ltd | Improvements in or relating to aircraft cockpits and cabins |
US3101918A (en) * | 1961-05-31 | 1963-08-27 | Boeing Co | Emergency ram air cabin pressurization system |
US5105729A (en) | 1988-04-18 | 1992-04-21 | Abg-Semca | Controlled valve with automatic opening and aircraft with a valve of this type |
EP0693423A1 (de) | 1994-07-21 | 1996-01-24 | DaimlerChrysler Aerospace Airbus Gesellschaft mit beschränkter Haftung | Verfahren zum Klimatisieren von zwei Passagierdecks eines Flugzeuges, insbesondere eines Grossraumflugzeuges, und Einrichtung zur Durchführung des Verfahrens |
US5939800A (en) * | 1998-02-11 | 1999-08-17 | Alliedsignal Inc. | Aircraft electrical power system including air conditioning system generator |
US6159091A (en) | 1999-11-01 | 2000-12-12 | The Boeing Company | Alternate ventilation system |
US6389826B2 (en) * | 2000-03-08 | 2002-05-21 | Airbus Deutschland Gmbh | High capacity air conditioning system with redundant staged recirculation air mixing for an aircraft |
US20030132344A1 (en) | 2002-01-11 | 2003-07-17 | Johnson Richard N. | Method and apparatus for controlling aircraft airflow |
US6676504B2 (en) * | 2000-07-20 | 2004-01-13 | Nord-Micro Ag & Co. Ohg | Controller, cabin pressure control system and method of controlling cabin pressure |
WO2007054206A1 (en) | 2005-11-10 | 2007-05-18 | Airbus Deutschland Gmbh | Emergency ram air inlet valve of an aircraft |
CN101107166A (zh) | 2005-01-26 | 2008-01-16 | 空中客车德国有限公司 | 空气系统 |
GB2443964A (en) | 2006-11-17 | 2008-05-21 | Boeing Co | An environmental control system for controlling the environment in a pressurised compartment |
US20080283663A1 (en) * | 2007-05-17 | 2008-11-20 | The Boeing Company | Systems and methods for providing airflow in an aerospace vehicle |
US20100096503A1 (en) * | 2008-10-20 | 2010-04-22 | Honeywell International Inc. | Outflow valve having j-shaped bellmouth and cabin pressure control system employing the same |
US7837541B2 (en) * | 2006-12-13 | 2010-11-23 | The Boeing Company | Method for reducing outside air inflow required for aircraft cabin air quality |
US20110136425A1 (en) * | 2008-05-30 | 2011-06-09 | Airbus Operations Gmbh | Fresh air inlet for an aircraft |
US20130059516A1 (en) * | 2011-09-02 | 2013-03-07 | Honeywell International Inc. | Cabin pressure control system thrust recovery outflow valve and method that enable ram air recovery |
-
2008
- 2008-11-07 DE DE102008056417A patent/DE102008056417B4/de not_active Expired - Fee Related
-
2009
- 2009-10-26 BR BRPI0922107A patent/BRPI0922107A2/pt not_active Application Discontinuation
- 2009-10-26 US US13/127,803 patent/US9248912B2/en active Active
- 2009-10-26 EP EP09743866A patent/EP2349837B1/de not_active Not-in-force
- 2009-10-26 JP JP2011535027A patent/JP2012508135A/ja active Pending
- 2009-10-26 RU RU2011121048/11A patent/RU2011121048A/ru unknown
- 2009-10-26 CA CA2742891A patent/CA2742891A1/en not_active Abandoned
- 2009-10-26 CN CN2009801446534A patent/CN102209664B/zh not_active Expired - Fee Related
- 2009-10-26 WO PCT/EP2009/007648 patent/WO2010051920A2/de active Application Filing
Patent Citations (20)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB534524A (en) | 1939-06-30 | 1941-03-10 | Gen Aircraft Ltd | Improvements in or relating to aircraft cockpits and cabins |
US3101918A (en) * | 1961-05-31 | 1963-08-27 | Boeing Co | Emergency ram air cabin pressurization system |
US5105729A (en) | 1988-04-18 | 1992-04-21 | Abg-Semca | Controlled valve with automatic opening and aircraft with a valve of this type |
EP0693423A1 (de) | 1994-07-21 | 1996-01-24 | DaimlerChrysler Aerospace Airbus Gesellschaft mit beschränkter Haftung | Verfahren zum Klimatisieren von zwei Passagierdecks eines Flugzeuges, insbesondere eines Grossraumflugzeuges, und Einrichtung zur Durchführung des Verfahrens |
DE4425871A1 (de) | 1994-07-21 | 1996-02-01 | Daimler Benz Aerospace Airbus | Verfahren zum Klimatisieren in einem Flugzeug und Einrichtung zur Durchführung des Verfahrens |
US5939800A (en) * | 1998-02-11 | 1999-08-17 | Alliedsignal Inc. | Aircraft electrical power system including air conditioning system generator |
US6159091A (en) | 1999-11-01 | 2000-12-12 | The Boeing Company | Alternate ventilation system |
US6389826B2 (en) * | 2000-03-08 | 2002-05-21 | Airbus Deutschland Gmbh | High capacity air conditioning system with redundant staged recirculation air mixing for an aircraft |
US6676504B2 (en) * | 2000-07-20 | 2004-01-13 | Nord-Micro Ag & Co. Ohg | Controller, cabin pressure control system and method of controlling cabin pressure |
US20030132344A1 (en) | 2002-01-11 | 2003-07-17 | Johnson Richard N. | Method and apparatus for controlling aircraft airflow |
US20090291625A1 (en) | 2005-01-26 | 2009-11-26 | Airbus Deutschland Gmbh | Air System |
CN101107166A (zh) | 2005-01-26 | 2008-01-16 | 空中客车德国有限公司 | 空气系统 |
US20080315043A1 (en) * | 2005-11-10 | 2008-12-25 | Airbus Deutschland Gmbh | Emergency Ram Air Inlet Valve of an Aircraft |
WO2007054206A1 (en) | 2005-11-10 | 2007-05-18 | Airbus Deutschland Gmbh | Emergency ram air inlet valve of an aircraft |
GB2443964A (en) | 2006-11-17 | 2008-05-21 | Boeing Co | An environmental control system for controlling the environment in a pressurised compartment |
US7837541B2 (en) * | 2006-12-13 | 2010-11-23 | The Boeing Company | Method for reducing outside air inflow required for aircraft cabin air quality |
US20080283663A1 (en) * | 2007-05-17 | 2008-11-20 | The Boeing Company | Systems and methods for providing airflow in an aerospace vehicle |
US20110136425A1 (en) * | 2008-05-30 | 2011-06-09 | Airbus Operations Gmbh | Fresh air inlet for an aircraft |
US20100096503A1 (en) * | 2008-10-20 | 2010-04-22 | Honeywell International Inc. | Outflow valve having j-shaped bellmouth and cabin pressure control system employing the same |
US20130059516A1 (en) * | 2011-09-02 | 2013-03-07 | Honeywell International Inc. | Cabin pressure control system thrust recovery outflow valve and method that enable ram air recovery |
Non-Patent Citations (2)
Title |
---|
Chinese Patent Office, Office Action, English Language Summary of the First Office Action (6 pgs.), Dec. 5, 2012. |
European Patent Office, International Search Report, Form PCT/ISA/210 (4 pgs.), and Written Decision of the International Search Authority, Form PCT/ISA/237 (6 pgs.), Jun. 29, 2010. |
Also Published As
Publication number | Publication date |
---|---|
BRPI0922107A2 (pt) | 2016-01-05 |
CN102209664A (zh) | 2011-10-05 |
WO2010051920A3 (de) | 2010-08-12 |
WO2010051920A2 (de) | 2010-05-14 |
US20110306285A1 (en) | 2011-12-15 |
CA2742891A1 (en) | 2010-05-14 |
DE102008056417B4 (de) | 2010-11-11 |
EP2349837A2 (de) | 2011-08-03 |
DE102008056417A1 (de) | 2010-05-27 |
EP2349837B1 (de) | 2012-10-10 |
CN102209664B (zh) | 2013-09-25 |
WO2010051920A4 (de) | 2010-10-14 |
JP2012508135A (ja) | 2012-04-05 |
RU2011121048A (ru) | 2012-12-20 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9248912B2 (en) | Method and system for emergency ventilation of an aircraft cabin | |
US9376212B2 (en) | Aircraft with at least one pressurized fuselage area and at least one unpressurized area and method for ventilating of an unpressurized area of an aircraft | |
US6634597B2 (en) | Method and apparatus for controlling aircraft airflow | |
EP3385510B1 (de) | Regelverfahren zum betrieb eines vorkühlers in einem flugzeug und flugzeugtriebwerk | |
US10610712B2 (en) | Aircraft fuel systems | |
CA2740516C (en) | Method and system for emergency ventilation of an aircraft cabin in the case of a leak in the area of an air mixer | |
US8915776B2 (en) | Air outlet valve as well as a system and method for emergency ventilation of an aircraft cabin | |
CN101365625B (zh) | 用来控制飞行器机舱内的压力的方法和系统 | |
CA2720895C (en) | Control system for pressurization, ventilation and air conditioning of an aircraft | |
US11939066B2 (en) | Fail safe multi-engine turboprop airframe thermo-pneumatic anti-icing systems | |
US20190023407A1 (en) | Systems to prevent inadvertent in-flight deployment of inflatable aircraft emergency evacuation slides | |
US20240204297A1 (en) | Aircraft battery cooling and fire suppression | |
US20220204168A1 (en) | Distributed pneumatic supply system of an aircraft | |
Lehle | Airbus A 330/340 environmental control system | |
CONTROLS | Aircraft Systems | |
GEAR | FCI FC2 UTI |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: AIRBUS OPERATIONS GMBH, GERMANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:HEUER, THOMAS;REEL/FRAME:026522/0315 Effective date: 20110629 |
|
FEPP | Fee payment procedure |
Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 4 |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 8 |